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9/t•.-4% - , .......".... .-., .... : .-, p.*h ·, nk i A.rt* . 2.2 :A»F--7 .4 + w . 1=:4==TEE i.-0*.:#.. '.:'18' t.... I - :.' :.w · ..2.., ' : . * ..724£ t, fw./A R.:2. : 0..-44 F<036.-AL••GLI• 1 ..FE,\:Eff: --.. - .. .':.4,-bi 31: 12. ---. m.. .. ...E-=15«.-- .... - .#7'EUTKA:1.-TA' - '4•STER·,-':* A. P.p )·31/35/2-74,/ /2-·is--.-••···. b: :. .-S.fe=ES : P,I.*T.':,0366 . I •"'...-'. Z./..· ..·......."..t-S, '44,;ELT* ;z:f · '13• - Trains Collection • 'r#-:.7.<-13.. -*- · 7#. -A Memphis-Chaitanooga freight train on the Southern Ry. is pulling into Citico Yards at Chattanooga. Some of its cars will be transferred to other division will be herded into the hot shots, others into way freights. The through cars are destined for delivery at the next junction, beyond the next division yard, or 500 miles beyond that, and there's an urgency to get them there quickly for several reasons, some .quite obvious-livestock and perishables. Picture these foreign cars converging on our yard as along the ribs of a palmetto fan, rolling along our trunk, then fanning out againscattering like leaves in a wind to their destinations on our main line, one of its branches, or various connecting lines. In a sense, then, our train is a moving bridge of commodities and the track becomes what railroaders call a bridge line. On a long run, a fast freight oper- ates through several divisions and generally undergoes a reorganization at each division point. It may start out with 70 cars but only a few of them will remain with it throughout its run. Some are cut out at the first division yard- those that are to be delivered by a way freight to intermediate points within the division. Another block is dropped at a second division; still another cut is set out at a junction, and so it goes. On the other hand, fresh cars are added to the consist as the train proceeds. Way freights have been gathering up cars within. their home divisions, delivering them to their division yards, where those consigned beyond the neighboring division points are cut into the manifest. The same goes for the junctions where 18 foreign roads have set out cars to be routed over the home road. The number of cars in the train may drop to 60 at the first division, rise to 85 at a junction, and wind up with 99 at its destination. Study the schematic diagrarn of prototype railroading on pages 16 and 17. Freight divisions are generally shorter than passenger divisions. This is because freights move slower, take more time to run a division, and engines and train crews can be changed within a reasonable working day. Division yards add greater flexibility to motive power. Roads traversing changes of topography may require several changes of engine types in a long run. A train may start in the flatlands of tidewater regions, encounter foothills, breast a mountain pass, and wheel to its destination in gently rolling plains. In the process, the train may start out with a light Mikado, change to a Berkshire, then to a Decapod, double-head, split into two sections, consolidate again and wind up with a Mountain type. Division-to-division operation gives you a chance to use a splendid variety of power. Small layouts with but a single yard can stage long fast-freight runs with considerable interest by running the train continuously over the loops and routing it to the yard occasionallysetting up the fiction that the yard is a difTerent division point each time. Make-up of trains, set-outs and pickups en route, shuming the consists and changing locomotives and cabooses at division yards-all are within the reach of a single operator on a private layout. It goes without saying, the longer his main line, the more operation he can pack into it. He can even keep two trains running on a single track without difficulty by equipping his single control board with double-pole, double-throw switches (having central "off" positions) for each block and connected to two rheostats- one to control each train. Passing sidings equipped with spring switches will simplify the dual operation-the points at opposite ends adjusted to route trains to opposite tracks. The highest point of perfection in running a fast freight can best be achieved in group operation on a reasonably long main line. There is practically no limit to what can be done with fast freight operation-and with every other conceivable railroad maneuver, for that matter- on a singletrack main line with passing sidings, terminal yards at each end, a midpoint division yard, engineer control, a few essential signals, a timetable, a scale clock, and an operating crew committed to railroad-like operation. To illustrate this, let me describe the run of a fast freight on Delta Lines. Sit on the cab bench with me, take the throttle, and run Symbol Freight CF-2 northbound from Chapelle to Fillmore. The Chapelle yardmasier has assembled cars from house, industry, interchange and classification The Model Railroacler Fl-.:- S.. ··..... -- p..... , - --- -'$. . --I ' . 4'21. I . I . I *" ."*- & .f 1 i1 /#*4,/8 ...... 4. -- i.•. -&.- .vullt..i,r...... : -- 3//.- ...':.. :.•, .: »I'. . 32 jill//6... .... I •9.:/I'll..#0- . 4..4 ....1 .. #I.-#*- C ..' . . 9 , .: 0 . Jf.Al = - .... . . --,#F.... 14/. -036 r.: d -, .....-.= ...4.. GL'4.-.-- i •1k•" %11... t.. . '4.' ... *. - Idip..* I . 'i... ........ ... .... -- >-l . -. i.· . . 4.4 : '. -i '. ..... I .F ,/::